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I am lost.... so he is saying dyno graphs mean nothing?... so when I am driving at 2000rpm and accelarate up thru the rpm's, I wouldnt be seeing the power as shown on the graph ... or the increase of power?... at 3500 rpm the power is the power on the graph... when you accelerate thru that point... are you saying he doesnt have that power increase?..... and when was the last time you seen a car accelerate on the dyno at full throttle?.... you slowly accelerate up to full throttle....

I am at a loss?...... either way... like ray says, the dyno shows he will have more useable power..... so whats your issue?...

I am lost.... so he is saying dyno graphs mean nothing?... so when I am driving at 2000rpm and accelarate up thru the rpm's, I wouldnt be seeing the power as shown on the graph ... or the increase of power?... at 3500 rpm the power is the power on the graph... when you accelerate thru that point... are you saying he doesnt have that power increase?..... and when was the last time you seen a car accelerate on the dyno at full throttle?.... you slowly accelerate up to full throttle....

I am at a loss?...... either way... like ray says, the dyno shows he will have more useable power..... so whats your issue?...

This is precisely where my head was at. I must have a flaw in my logic - quite possible. So I'm trying to learn.......

Have you seen Henry drive? Regardless of what you see in the graph, it still makes sense for Henry to dump the mufflers.

CARB does it. Any manufacturer trying to obtain a CARB cert.
AQMD
There may be more.

cant say that i have

when CARB , and manufactures do it , they arent doing it for HP numbers , they are doing it for emissions reasons , and tuners will do it for fuel and timing mapping instead of street driving , but again not measuring for max HP

Originally Posted by gr8lover

I am lost.... so he is saying dyno graphs mean nothing?... so when I am driving at 2000rpm and accelarate up thru the rpm's, I wouldnt be seeing the power as shown on the graph ... or the increase of power?... at 3500 rpm the power is the power on the graph... when you accelerate thru that point... are you saying he doesnt have that power increase?..... and when was the last time you seen a car accelerate on the dyno at full throttle?.... you slowly accelerate up to full throttle....

I am at a loss?...... either way... like ray says, the dyno shows he will have more useable power..... so whats your issue?...

the dyno graph is only showing WIDE OPEN THROTTLE , and yes that is a large reduction in power AT wide open

on the street when you are driving normally(not trying to haul ass everywhere , lol) any power loss in that range , would be ALOT LESS , if even noticeable , which is why i said the dyno is useless at that point

at the track yes the power loss will make a sizable difference , but it can also help from not blowing the tires up in smoke as fast , its always been a given the stock GT muffs are restrictive , and zap the power , BUT they do their job of keeping the car quiet and the annoying DRONE out of the car !

ive got the stock GT muff on mine for daily driving , and swap to my kooks mufflers for track use which drone like hell , and i have driven mine daily with the kooks , and its unnoticeable between the 2 muffs when driving around

when CARB , and manufactures do it , they arent doing it for HP numbers , they are doing it for emissions reasons , and tuners will do it for fuel and timing mapping instead of street driving , but again not measuring for max HP

the dyno graph is only showing WIDE OPEN THROTTLE , and yes that is a large reduction in power AT wide open

on the street when you are driving normally(not trying to haul ass everywhere , lol) any power loss in that range , would be ALOT LESS , if even noticeable , which is why i said the dyno is useless at that point

at the track yes the power loss will make a sizable difference , but it can also help from not blowing the tires up in smoke as fast , its always been a given the stock GT muffs are restrictive , and zap the power , BUT they do their job of keeping the car quiet and the annoying DRONE out of the car !

ive got the stock GT muff on mine for daily driving , and swap to my kooks mufflers for track use which drone like hell , and i have driven mine daily with the kooks , and its unnoticeable between the 2 muffs when driving around

There is "clearly" a set of assumption being deployed here (from both perspectives).

a) The rpm range in question does indeed take into account daily driving (i.e., passing on the freeway, freeway on-ramp accelerations, passing in many other quasi-normal driving conditions). The assumption that WOT is "purely a track only" premise - has just a wee bit of oversight.

b) Relative to the "street when you are driving normal" (i.e., if this is your sole premise - then your argument has logic and validity). I agree with you. However, I don't "always" drive this way. I would surmise that "most" on this forum don't "always" drive this way either. Somehow, for some strange reason, we all have "Driver Turret Syndrome" (a terrible disease whereby the right foot buries the loud pedal for reasons unknown)

c) However, if you refer to item "(a)" you will also need to concur that "normal driving" brings with it instances of WOT driving. Thus my premise.

d) Interestingly, my car has "never" been to the track. Never. Not that I don't want to by the way.... but it has, thus far, spent its entire driving life on the streets of Houston.

e) I trust you don't interpret this as an "forum argument" rather a healthy exchange of perspectives and ideology. I was simply sharing my dyno chart to share insights to a bunch of damn cool guys who have been extraordinarily helpful to me in the past.